Cushioning arrangement for railway car

ABSTRACT

A railway car underframe is provided with a center sill having at opposite ends thereof cushion pockets each containing a hydraulic cushioning unit. The cushioning unit includes a cylinder which is connected to the coupler, the cushioning device being of the double-acting type functioning to cushion both draft and buff impacts. Stops are provided on the center sill permitting a limited amount of movement of the hydraulic cylinder in a forward direction during draft impacts and the cylinder includes a piston and piston rod arrangement, the end of which is anchored to a stop provided on the center sill at one end of the cushion pocket. A base plate is connected to the end of the piston rod and includes a concavity having an inner concave surface. The end of the piston rod has connected thereto a securing plate having a convex surface adapted to complement the concave inner surface within the concavity. The concavity has an open end facing the stop and a thrust plate which engages the stop is disposed within the concavity. The thrust plate includes a convex central surface which complements the concave surface provided in a block rigidly secured to the end of the piston rod. The face plate is held against substantial longitudinal movement relative to the center sill structure and during eccentrically applied loads, occasioned by either draft or buff impacts, the arrangement is such that limited movement in universal direction is achieved thereby accommodating the eccentric loads without damage to the center sill structure or to the arrangement. Endof-car cushioning units of the type utilized with the present invention are disclosed in assignee&#39;&#39;s U.S. Pat. No. 3,568,856 patented Mar. 9, 1971.

United States Patent Primary ExaminerDrayton E. Hoffman AnorneyHilmondO. Vogel Peterson July 25, 1972 [5 CUSHIONING ARRANGEMENT FOR ABSTRACTRAILWAY CAR A railway car underframe is provided with a center sillhaving [72] Inventor: William Peerson Homewood m at opposite endsthereof cushion pockets each containing a hydraulic cushioning unit. Thecushioning unit includes a Asslgnee? Pullman Incorporated Chicagocylinder which is connected to the coupler, the cushioning [22] Filed;17 I970 device being of the double-acting type functioning to cushionboth draft and buff impacts. Stops are provided on the center PP 64,340sill permitting a limited amount of movement of the hydraulic cylinderin a forward direction during draft impacts and the cylinder includes apiston and piston rod arrangement, the end of which is anchored to astop provided on the center sill at US one end of the cushion pocket. Abase plate is connected to [58] Field of Search ..213/8, 43 67 69 72 22and Pism md and includes a hav'ng inner concave surface. The end of thepiston rod has connected thereto a securing plate having a convexsurface l 56] References Cited adapted to complement the concave innersurface within the concavity. The concavity has an open end facing thestop and UNITED STATES E TS a thrust plate which engages the stop isdisposed within the concavity. The thrust plate includes a convexcentral surface 3,568,856 Kmppel which complements the concave surface pid i a block 31551286 6/1970 Powell "213/8 rigidly secured to the end ofthe piston rod. The face plate is 1190534 6/1965 Rumsey et 213/43 heldagainst substantial longitudinal movement relative to the 31073 249/1965 Blake "213/8 center sill structure and during eccentricallyapplied loads, oc- 334l-l89 9/1967 Rumsey 213/43 casioned by eitherdraft or buff impacts, the arrangement is g 3 52:3: such that limitedmovement in universal direction is achieved I 70 R "213/8 therebyaccommodating the eccentric loads without damage cushioning units of thetype utilized with the present invention are disclosed in assignees U.S.Pat. No. 3,568,856 patented Mar. 9, 1971.

10 Claims, 4 Drawing Figures PATENTED L m 3.579 @088 sum 1 or 2 INVENTDRWILLIAM H. PETERON MM? wg PATENTEDJMS m2 SHEU 2 OF 2 INVENTOR WILLIAM H.PETERSON -BY 1 I} W fi ATT'Y CUSHIONING ARRANGEMENT FOR RAILWAY CARSUMMARY End-of-car cushioning units of the type disclosed in theaforementioned patent applications function to prevent damage to the carand lading carried therein both in draft and buff impacts on thecouplers occurring during normal operating conditions. Cushioning unitsof the disclosed type as well as others utilized in the field havecertain common characteristics in that a piston and piston rodarrangement is reciprocated within a hydraulic cylinder for providing ametered cushion force travel. Either the piston rod and piston assemblyis anchored to the center sill of the underframe whereby the cylinder isdirectly connected for movement with the coupler or, the reverse occurswhere the rod assembly is connected to the coupler and the cylinderremains stationary and is fixedly secured to the center sill. In eithersituation as a result of operating conditions eccentrically appliedloads occur which in turn are transmitted'to the center sill by asuitable rigid stop. Thus the cushioning unit must have a limitedflexibility at its point of connection to the center sill so that theeccentrically applied loads will not cause structural damage but willreadily be absorbed even though the cushioning unit assumes aneccentrically longitudinal position.

It is therefore a prime object of the present invention to provide animproved connecting arrangement for connecting a cushioning unit to thecenter sill which will permit the flexibility to accommodate angularityduring eccentrically applied loads and yet prevent damage to thestructure while effectively transmitting said loads to the underframe.This is achieved by the present invention relating to the connectingarrangement provided at one end of the cushion unit. This connectingarrangement includes a base plate which is held against longitudinalmovement between stops provided on the center sill. The base plate isrelatively loosely mounted between the stops and is permitted somelateral movement relative to the center sill structure. The base platein turn is provided with a concavity having complemental engagement witha securing ring in turn rigidly secured to the end ofa piston and pistonrod assembly. The securing ring also includes convex surfaces whichcomplement concave surfaces within the cavity and thus permit a certainangularity of the piston rod and cylinder during operation. Buff forcesare transmitted to one of the stops through a thrust plate which also isprovided with a convex surface engaging and complementing a concavesurface provided in a member connected at the rearmost end of the pistonrod assembly. While the present arrangement shows the base plate andrelated structure connected to a piston rod it is of course similarlyapplicable to connecting one end of a cylinder to the center sill inarrangements wherein the piston rod assembly is directly connected tothe coupler.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a plan view, partially insection, of a cushioning unit disposed in neutral position within oneend ofa center sill structure;

FIG. 2 is a side elevational view, partially in section, of thearrangement shown in FIG. 1;

FIG. 3 is a view similar to FIG. 1 showing a cushioning unit insubstantially closed position during a buff impact; and

FIG. 4 is a cross-sectional view taken along the line 4-4 of FIG. 1.

DETAILED DESCRIPTION Referring to the drawings, a railway car comprisesan underframe essentially consisting of a center sill structure 11having vertical side walls 12 interconnected by a bottom wall 13 and atop wall 14, thereby providing a cushion pocket A. While only one end ofa center sill structure has been disclosed the opposite end of thecenter sill structure also includes the identical arrangement. Thecenter sill structure further includes a conventional flared endstructure 15.

Referring particularly to FIGS. 1 and 3, the side walls 12 are suitablyrecessed as indicated at 16 and have rigidly connected thereto a stopmember 17 extending across the center sill structure 11. Flanged stopplates 18 are suitably supported on the side walls 12 and a stop ring 19is connected to said side walls 12 and to said stop plates 18. Theforward end of the center sill structure 11 is provided with removableplate members 21. A cushioning unit is generally designated at 22 andincludes a hydraulic cylinder 23 having an end plate 24 connectedthereto. The end plate 24 is connected to a suitable bellmouth housing25 in which a coupler 26 is mounted as indicated at 27 for pivotalmovement. The coupler is of a conventional type and the cylinder 23,bellmouth housing 25 and coupler 26 move longitudinally as a unitarystructure. A spring retainer stop 28 is connected to the cylinder 23 inlongitudinally spaced relation from the end plate 24. A retainer ring 29is positioned against the stop 28 and reciprocating pins 30 aresupported on the retainer stop 28 in relative longitudinal movement, thesaid pins 30 engaging the retainer ring 29 on one side of the stop 28and being in contact as shown in FIG. I with the stop lugs 20. A springretainer ring 31 is slidably disposed about the cylinder 23 and a coilspring 32 is held captive between the ring 29 and said ring 31. Aretainer stop 33 retaining said retainer ring 31 is rigidly secured toone end of the cylinder 23.

A tubular piston rod 34 includes a piston (not shown) disposed withinthe cylinder 23 with said rod '34 projecting longitudinally outwardlyfrom one end thereof. The cushioning unit 22 is of the type utilizing aflexible accumulator boot 35 and the details of said unit are shown inthe aforementioned patent. A threaded rod end 36 on the rod 34 isassociated with a piston rod base plate 37 having a surface or wall 38in engagement with the stop 17. The base plate 37 also includes a wall39 which is adapted during draft impacts to engage stop plates 18 and isalso provided with peripheral walls 40 disposed in substantiallyrectangular relation. The wall 38, as best shown in FIG. 4, is providedwith an opening 41 at one end of a concavity 42 provided in the baseplate 37. An opening 43 provided in the wall 39 also communicates withthe concavity 42. As best shown in FIG. 4, the plate 37 includes asecuring arrangement comprising a securing ring 44 having a threadedbore 45 which is rigidly connected through the threaded rod end 36. Thesecuring ring 44 is provided with a convex surface 47 substantiallycomplementing the concave surface 46. The securing ring 44 also includescircumferentially extending wall or face 48 and a block 49 is suitablyconnected within the threaded rod end 36 by means of welds 50. The block49 is provided with a concave surface 51. A threaded bore 52 extendsradially through the securing ring 44 and includes a suitable threadedstud 53 which rigidly locks the securing ring 44 against rotationrelative to the rod end 36. A thrust plate 54 is disposed in theconcavity 42 and includes a flat surface 56 disposed against the stop17. The thrust plate 54 also includes a convex surface portion 57 whichis disposed and substantially complements the concave surface 51 of theblock 49.

THE OPERATION Referring to FIG. 1 which discloses the neutral positionof the cushioning unit, a draft impact on the coupler 26 provides formovement of the coupler end plate 24 and cylinder 23 in a direction tothe right or forwardly with respect to the center sill structure 11.During such movement of the cylinder 23 the retainer stop 28 is disposedand held against the stops 20 and the pins 30 retain the retainer ring29 against longitudinal movement. The spring retainer 31 which is heldagainst the retainer stop 33 moves to the right and away from the stopring 19 and the draft impact is cushioned by a metering arrangementwithin the cylinder 23 described in detail in the aforementioned patent.1

In FIG. 3, a buff impact has been delivered to the coupler 26 and thecylinder 23 has moved longitudinally rearwardly or in the directiontoward the stop 17. The retainer stop 33 is in engagement with the stopring 19 and the end ofthe cylinder and the retainer stop 33 has moved ina direction into the stop ring 19 toward the rear or stop member 17.FIG. 3 shows a substantially closed position which would occur during amaximum buff impact. Immediately after the buff and draft impacts thespring 32 is effective to return the unit to the neutral position shownin FIG. I.

As indicated above, both draft and buff impacts may be such thateccentric loads are applied and these in turn are transmitted to thecenter sill structure 11. In order to permit free movement of thecylinder 23 a sufficient tolerance exists between the walls of thecenter sill structure 11 which permits a limited tilting or off-centermovement which must be properly transmitted through the improvedconnecting arrangement shown in FIG. 4. Thrust forces from the pistonrod 34 are through the block 49 against the convex surface 57 and plate54 into the stop 17 which transmit the stresses and forces into thecenter sill structure ll. To accommodate the eccentrically applied loadsthe securing ring 44 provides a substantially universal tilting movementof the piston rod 34 by virtue of the arcuate and convex surfaces 4647.Similarly, the thrust plate 54 is freely floating within the concavity42 to facilitate such eccentric loading and tilting of the piston rod34. Also a limited lateral movement is provided by the sides 40 of thebase plate 37 which is slightly spaced from side walls 12. During draftimpact, the base plate 37 is held against the stop plates 18 and theforces are transmitted from the securing member 44 through the baseplate 37 and through the stop members 18 into the center sill structure11. Thus, since the piston rod 34 and securing structure readilyaccommodate the eccentric loads which are applied, forces are properlytransmitted and the sill structure and piston rod, cylinder, etc. andconnecting arrangement are protected against damage and breakage.

Thus the objectives of the invention have been fully achieved'by theimprovement herein described.

What is claimed is:

l. A cushioning arrangement for a railway car having an underframeincluding a center sill structure, said center sill structure includingvertical, top, and lower walls connected to form a cushion pocket, acushioning unit including a fluid cylinder having one end associatedwith a car coupler, said cylinder being movable longitudinally duringcar impacts, :1 piston positioned within said cylinder, a piston rodconnected to said piston and projecting outwardly from an opposite endof said cylinder, the improvement residing in a connecting assembly forconnecting said piston rod to said center sill structure comprising:

a stop member supported on said center sill structure lon gitudinallyspaced from an end ofsaid piston rod,

a face plate having a surface facing and engaging said stop,

said face plate having a concavity formed therein,

said concavity including a concave inner wall having a longitudinallyextending opening,

said piston rod having an end portion projecting through said openinginto said concavity,

a securing member rigidly connected to said end portion and positionedwithin said concavity,

said securing member having a convex surface engaging and substantiallycomplementing said inner wall,

a thrust receiving member confined within said concavity,

being relatively moveable therein and having a wall engaging said stopplate,

said thrust receiving member including a second wall facing said endportion and including a substantially centrally disposed convex portion,and

means within said concavity associated with said end portion andincluding a concave surface engaging said convex portion insubstantially complemental relationv 2. The invention in accordance withclaim I,

said securing member being releasably connected to said rod end portion.

3. The invention in accordance with claim 1, said rod end being oftubular construction,

said means including said concave surface being supported within saidtubular rod end.

4. The invention in accordance with claim 3,

including a second stop longitudinally spaced from said first stop onsaid center sill structure and said face plate being disposedtherebetween and being retained thereby against substantial longitudinalmovement.

5. The invention in accordance with claim 3,

said face plate cavity having an opening facing said first stop member,and

said thrust receiving member being disposed in said opening.

6. The invention in accordance with claim 5,

said thrust face first wall engaging said first stop member in relativesliding relation.

7. The invention in accordance with claim 6,

said thrust plate having a limited amount of lateral movement in saidcavity.

8. The invention in accordance with claim 7,

said securing members and rod end having a limited lateral movementwithin said cavity relative to said base plate.

9. The invention in accordance with claim 8,

said base plate being positioned within said sill structure and betweensaid stop member to provide for limited relative lateral andlongitudinal movement.

10. A cushioning arrangement for a railway car having an underframeincluding a center sill structure, said center sill structure includingvertical, top, and lower walls connected to form a cushion pocket, acushioning unit including relative and reciprocating members, one ofwhich is associated with a car coupler and being movable longitudinallyduring car impacts, the improvement residing in a connecting assemblyfor connecting the other of said members to said center sill structurecomprising:

a stop member supported on said center sill structure longitudinallyspaced from the other ofsaid members,

a face plate having a surface facing and engaging said stop.

said face plate having a concavity formed therein,

said concavity including a concave inner wall having a longitudinallyextending opening,

said other of said members having an end portion projecting through saidopening into said cavity,

a securing member rigidly connected to said end portion and positionedwithin said concavity,

said securing member having a convex surface engaging and substantiallycomplementing said inner wall,

a thrust receiving member confined within said concavity,

being relatively moveable therein and having a wall engaging said stopplate,

said thrust receiving member including a second wall facing said endportion and including a substantially centrally disposed convex portion,and

means within said concavity associated with said end portion andincluding a concave surface engaging said convex portion insubstantially complemental relation.

1. A cushioning arrangement for a railway car having an underframeincluding a center sill structure, said center sill structure includingvertical, top, and lower walls connected to form a cushion pocket, acushioning unit including a fluid cylinder having one end associatedwith a car coupler, said cylinder being movable longitudinally duringcar impacts, a piston positioned within said cylinder, a piston rodconnected to said piston and projecting outwardly from an opposite endof said cylinder, the improvement residing in a connecting assembly forconnecting said piston rod to said center sill structure comprising: astop member supported on said center sill structure longitudinallyspaced from an end of said piston rod, a face plate having a surfacefacing and engaging said stop, said face plate having a concavity formedtherein, said concavity including a concave inner wall having alongitudinally extending opening, said piston rod having an end portionprojecting through said opening into said concavity, a securing memberrigidly connected to said end portion and positioned within saidconcavity, said securing member having a convex surface engaging andsubstantially complementing said inner wall, a thrust receiving memberconfined within said concavity, being relatively moveable therein andhaving a wall engaging said stop plate, said thrust receiving memberincluding a second wall facing said end portion and including asubstantially centrally disposed convex portion, and means within saidconcavity associated with said end portion and including a concavesurface engaging said convex portion in substantially complementalrelation.
 2. The invention in accordance with claim 1, said securingmember being releasably connected to said rod end portion.
 3. Theinvention in accordance with claim 1, said rod end being of tubularconstruction, said means including said concave surface being supportedwithin said tubular rod end.
 4. The invention in accordance with claim3, including a second stop longitudinally spaced from said first stop onsaid center sill structure and said face plate being disposedtherebetween and being retained thereby against substantial longitudinalmovement.
 5. The invention in accordance with claim 3, said face platecavity having an opening facing said first stop member, and said thrustreceiving member being disposed in said opening.
 6. The invention inaccordance with claim 5, said thrust face first wall engaging said firststop member in relative sliding relation.
 7. The invention in accordancewith claim 6, said thrust plate having a limited amount of lateralmovement in said cavity.
 8. The invention in accordance with claim 7,said securing members and rod end having a limited lateral movementwithin said cavity relative to said base plate.
 9. The invention inaccordance with claim 8, said base plate being positioned within saidsill structure and between said stop member to provide for limitedrelative lateral and longitudinal movement.
 10. A cushioning arrangementfor a railway car having an underframe including a center sillstructure, said center sill structure including vertical, top, and lowerwalls cOnnected to form a cushion pocket, a cushioning unit includingrelative and reciprocating members, one of which is associated with acar coupler and being movable longitudinally during car impacts, theimprovement residing in a connecting assembly for connecting the otherof said members to said center sill structure comprising: a stop membersupported on said center sill structure longitudinally spaced from theother of said members, a face plate having a surface facing and engagingsaid stop, said face plate having a concavity formed therein, saidconcavity including a concave inner wall having a longitudinallyextending opening, said other of said members having an end portionprojecting through said opening into said cavity, a securing memberrigidly connected to said end portion and positioned within saidconcavity, said securing member having a convex surface engaging andsubstantially complementing said inner wall, a thrust receiving memberconfined within said concavity, being relatively moveable therein andhaving a wall engaging said stop plate, said thrust receiving memberincluding a second wall facing said end portion and including asubstantially centrally disposed convex portion, and means within saidconcavity associated with said end portion and including a concavesurface engaging said convex portion in substantially complementalrelation.